Railway-switch system and apparatus



I ModeL) 4 Sheets-Sheet 1.

W. P. ELLIOTT. RAILWAY SWITCH SYSTEM AND APPARATUS. No. 540,729. Patented June 11, 1895.

Fig.1. 5 F2 5. v

Tm: uonms PETERS col PHOTO-L|THO.. WASIHINGTON, n. c

. 4 Sheet-$heet 2.

(No Model.)

W. P. ELLIOTT. RAILWAY SWITCH SYSTEM AND APPARATUS.

No. 540,729. Patented June 11, 1895.

m: uoams mud. PHOTO-U130" WAHINGTON. n. c.

(No Model.) 4 Sheets-Sheet 4. I

W. P. ELLIOTT. RAILWAY SWITGH SYSTEM AND APPARATUS.

No. 540,729. 7 Patented June 1-1, 18.95.

In 2/672 for AILWAY-sWITC SYSTEM AND APPARATUS.

SPECIFICATION forming part of Letters Patent No. 540,729, dated J'une 11, 1895.

' Application filed February 27,1895. Serial No. 539,924. on model.)

To all whom it may concern.-

Be it knownthat I, WILLIAM P. ELLioTr, a citizen of the United States, residing at Ohicago, inthe county of Cook and State of Illinois, have invented a certain Improved Railway-Switch System and Apparatus; and I'ldo hereby declare that the following is a full,

clear, and exact description of the invention,

referencebeing had to the accompanying drawings.

The-present invention relates to a system of derailing switches for railway crossings,"in which the danger from collisions between trains on the intersecting tracks, is avoided in a very perfect manner.

Various objects of my present invention are as follows: first,to provide in connection with the usual derailing system of switches, {in

' which the switch orswitches are operated from a central station, a simple and effic'ient provision whereby the switches are normally held in a condition of derail, and in which the intervention of an outside agency entirely independent of the crossing station is required, before such switch or switches can be operated from the central station to a clear track condition; such outside agencyconsisting in the case of a combined street railway and a steam railway crossing, of the conductor of the approaching street car; and in the case of an ordinary steam railway crossing,.the derail position of the switches of an intersecting'track, or the safety position of thecrossing gate will constitute such outside agency, that renders it possible to operate the desired switch to a clear track condition from the central station; second, to provide a simple and effective pneumatic apparatus by which the above described system can be carried outin a very perfect and efficient manner, and by which when the invention is used in connection with a steam railway crossing the interlocking of the different switches is absolutely assured in the continued use of. the apparatus, as will hereinafter more fully appear and be more particularly pointed out in the claims; third, to provide a simple and efficient switch operating mechanism in which an automatic locking of such mechanism in either of its two positions is efiected, to positively hold the switch to a derail or to a clear track, and which automatic lock is suitably released, in the operation of the switch actuating mechanism to changethe switch from one-position to the other, as will hereinafter accordance with the present invention and illustrating a primitive or single-action type of such mechanism; Fig. 2, a horizontal sectional View illustrating the primitive type of the switch operating mechanism shown in Fig. 1, provided with an automatic locking mechanism for locking. such switch'i'nechanism in a derail position of the switch. Fig. 3 is a vertical. sectional elevation of a more advanced ordoulole-acting type of the aforesaid switch-operating mechanism adapted to operate the railway-switch in both directions by a single pneumatic-pressure supply-pipe; Fig. 4, a horizontal sectional view illustrating the. type of switch-operating mechanism shown in Fig. 3, provided with an automatic lock mechanism for locking such switch mechanism in a derail position of the switch; Fig. 5, a vertical sectional elevation of a still more advanced type of such switch-operating mechanism,in which direct pressure is employed to operate the mechanism in either direction and in which the automatic locking mechanism is adapted to lock such switch mechanism in either position; Fig. 6, a horizontal sectional view of the same; Fig. 7, a detail side elevation of an ordinary highwaycrossing gate, illustrating the connection between the same and the operating circuit or connection of the switch-operating mechanism of the present system; Fig. 8, an enlarged detail axial sectional elevation of a reversingvalve for use in the railroad tower or station for controlling theoperation of the switchactuating mechanism; Fig. 9, a section of the same at line 00 m, Fig. 8; Fig. 10, a section of the same at line as at, Fig. 8; Fig. 11, a detail sectional elevation of a three-way valve for making and breaking connection in the operating-circuit or pipe connection of the switch-operating mechanism by which the 2 maven switch is moved to clear track. Fig. 12 is a diagrammatic view illustrating my present improved system as applied to a steam-railway and street'railway crossing; Fig. 13, a similar view showing the application of the present system to a railway-crossing. Fig. 14 is a detail sectional elevation illustrating the waste-valve of the clear-track pipe connected to and controlled by the switch-operating mechanism of an opposing track.

Similar numerals of reference indicate like parts in the several views.

The main and distinguishing feature of novelty and value in the present safety sys tem of railway crossing switches, lies in the provision of an interrupted circuit or connection arranged at a point removed from and entirely independent of the crossing tower or station, and between the location of the railroad towerman, or crossing guard, and the means whereby any of the switches are moved to clear tracks, and which interrupted circuit or connection can only be completed so that the towerinan or crossing guard can operate the desired switch to a clear track position, by an outside intervention, independent of such crossing guard, such, for instance, as the conductor of an approaching train, or the raising of the highway crossing gates, or the derail position of the switches of the other intersecting and conflicting tracks, or one or more of such aforesaid interventions combined, as the particular circumstances of the case may suggest, or the necessity for extra precaution may require.

For general use preference is given to a pneumatically operated switch actuating mechanism, to carry into elfect the present system of safety switches for railway crossings, on the ground of simplicity and durability of construction, as well as the continued accuracy and efficiency in long use under the varying atmospheric changes to which the apparatus is exposed. My present system can however be carried into effect by means other than the pneumatic, above mentioned, and it is within the province of this part of my invention to use either an electro motive force, or a mechanical one, to either actuate the whole system, or only the safety portion thereof, that forms the essential feature of novelty of said system.

Referring to the drawings, the switch tongues 1, 2, 3, and 4, see Figs. 5, 12, and 13, of the derailing switches 5, 6, 7, and 8, are of any usual and suitable construction, and are connected to the operating lever 9, of the switch-operating mechanism by means of a rod or connection 10, preferably arranged underground, and adapted to pass in a water tight manner through a stufiing box 11, at the side of the closed casing 12, of the switch operating mechanism.

lhe switch operating mechanism, in its primary form as illustrated in Fig. 1, consists of a stationary pressure head or chamber 13, of

a cup shaped formation, the mouth of which is closed by a flexible diaphragm 14; and a moving piston 15 having an end, which in the construction shown is convex, next adjacent to the diaphragm, and bearing against the same, so as to receive motion therefrom when a pressure supply is introduced into the interior ot the pressure chamber 13, by the pressure supply pipe 16.

17, is a connecting link between the piston 15, and the switch operating lever 9, which in the construction shown is pivoted atits lower end near the bottom of the inclosing casing 12, of the apparatus,its upper end being connected in an adjustable manner to the rod connection 10, of the switch.

In a more advanced type of the switch operating mechanism, above described and as illustrated in Fig. 2, an automatic locking mechanism is added, to lock the switch operating mechanism in a derail position. In this, 18, is a horizontal moving catch bar passing through an orifice 19, in the switch operating lever 9, and having a lateral projection or tooth 20, adapted to engage the side of the orifice 19, in the switch lever 9, to lock the same in its backward position, and lock and hold the railway switch to a derail. The catch bar 18, has connection with the pistons 21, and 22, of the oppositely arranged single acting pneumatic motors 23, and 24, so as to be actuated by the same. In the present construction the pneumatic motor 24:, receives pressure supply direct from the same source of supply to the switch operating motor 13, while the opposite motor 23, receives its pressure supply from the same source through a check valve 25, that prevents a back How from said motor.

It is material to the present type of apparatus that the piston 21, of the motor 23, he made of a less size or area than the piston 22, of the motor 24, so that when pressure is on the apparatus through the single supply pipe 16, the tendency will be to force the catch bar 18, into a position to engage the switch operating lever 9, when the samehas been drawn backward by the motor 13, to effect the derail position of the switch; and when pressure is removed from the apparatus, by rcleasing the air pressure from the supply pipe 16, the air confined in a compressed state in the pneumatic motor 23, by the instrumentality of the check valve 25, will through its expansive force acting against the piston 21, force the catch bar 18, in an opposite direction to unlock the same from its engagement with the switch operating lever 9, leaving the switch free to be operated by any usual manualmeans, such for instance, as an ordinary switch stand, when it is desired to move the switch to a clear track.

26, is a branch pipe extending from the main or supply pipe 16, to the operating chamber of the motor 24.

27, is a branch pipe, containing the check valve 25 and extending from themain sup-i ply pipe 16, to the operating chamber er the motor 23. n

In the above type of apparatus, the motor 23, performs the functions of an elastic cushion that is compressedby the. more powerful motor 24, in its forward stroke, and returns'the parts to their original positions when pressure supply is removed from such motor24. The advantage of the present arrangement and its superiority over any other cushion or spring whic'hmight be used for the same purpose being that its elasticity is constantly maintained to a degree equal to the pressure supply from time to time used in motor 24, which can at all times be replenished from the'main pressure supply whatever this may be, thus placing'the condition of this cushion under the control of the towerman, or crossing guard, in this respect.

In another type of the switch operating mechanism, as illustrated in Fig. 3, the same general construction as that shown in Fig. 1, will prevail with the addition of a pneumatic motor 28, acting uponthe piston 15, in a direction opposite to the motor 13, that moved the switch mechanism to a derail, the motor 28, in this case, acting to move .the'switch mechanism to clear track, audit is material to this present construction that the head of the piston 15, in contact with the diaphragm of the motor 28, be of a greater size or area than that of 'theend of such piston that is in contact with the diaphragm of the motor 13; and further that a check valve 29, be inserted into the section of the supply pipe 16,that supplies air pressure to the operating chamber of the motor 13. With thisconstruction the motor 13 performs the function of an elastic cushion due to the contained air being confined under pressure by the check valve 29, when pressure supply is introduced through the main supply pipe 16, into the motor 28, to move the switch mechanism to clear track. 1

When pressure is removedfrom the motor 28, by releasing the airunder compression from the supply pipe 16, the air confined in a compressed state in the operating chamber of the pneumatic motor 13, by the check valve 29, will, through its expansive force, acting against the piston 15, push the same backward to operate the switch lever and move the switch parts to a derail, which in the present construction is the normal position of the parts. The purpose of check valve 29, in the connection of the motor 13, with the source of pressure supply, is the same as inthe former construction heretofore described, to wit, to replenish and maintain. the desired pressure or cushion within :the same during a long and continued use of the apparatus.

In a more advanced type'of the switch operating mechanism, above described, and as illustrated in Fig. 4, an automatic locking mechanism substantially identical with that described in connection with Fig. 2, is added having a lateral projection or tooth20,adapt-- ed to engage the side of the orifice 19, in the switch lever 9, to lock the same in its backward position, and lock and hold the railway switch to a position of derail. The catch bar 18, has connection with the pistons 21', and 22, of the oppositely arranged single acting pneumatic motors 23, and 24, so as to be actuated by the same. In the present construction the pneumatic motor 23', receives pressure supply from the operating chamber of the motor 28, through pipe connection 30, while the motor 24, receives its pressure supply from the operating chamber of the motor 13, through pipe connection 31. It is material to the present type of apparatus that the piston 22, of the motor 24', be made of a less size or area than the piston 21, of the motor 23', so that when pressure is on the connected operating motors, 28 and 23', of the apparatus through the single supply pipe 16, the tendency will be to force the switch into a clear track condition, the catch bar 18 being initially disengaged from the switch operating 1ever'9, and the switch operating lever then pushed forward to attain the desired clear track condition of the switch. When pressure is removed from the aforesaid motors, 28, 23, by releasing the air pressure from the supply pipe 16, the air confined in a compressed state in the connected motors 13 and 24., by the instrumentali'ty of the check valve 29, will through its expansive force acting against the pistons 15' and 22, force the catch bar 18 into a position to engage the switch operating lever 9, and then draw said switch operating lever backward to attain a derail condition of the switch, and an automatic locking of the same in such derail condition by the engagement of the tooth 20 of the catch bar 18, and the lever 9.

It will be readily understood that instead of making the different pistons 21, 22', and

piston end 15, of the different motors 23, 24, and 13, of a less size than the different pistons 22, 21, and piston end 15', of the different motors 24, 23, and 28, the same inequality of pressure exerted on these pipes may be attained by locating these piston heads so that of piston 21, &c., is farther from its motor 23, &c., and hence will have a less area in con tact with the flexible diaphragm of its motor than the piston head of piston 22, is from its motor 24;

In another type of the switch operating mechanism, as illustrated in Figs. 5 and 6, consists of a pair of oppositely arranged stationary pressure chambers 13, and 32, of a cup shaped formation, the mouths of which are closed by flexible diaphragms 14, and 33,

. and a piston 15", moving between suchchambers, and having ends, shown convex, that bear against the respective diaphragms 14,

ICC

and 33, so as to receive alternate motion therefrom and in opposite directions, when pressure of air is introduced into one or the other of the pressure chambers 13, and 32, by the respective supply pipes 34, and 35, which for subsequent description are denominated the derail and the clear track pipes, respectively, since by theirinstrumentality such corresponding positions of the railway switch are attained. As in the previous types heretofore described 17, is a connecting link between the piston 15", and the switch operating lever 9; and 18, is a horizontally moving catch bar passing through an orifice 19, in the switch operating lever 9, and provided with oppositely arranged lateral projections or teeth 20, and 20, adapted to engage the respective sides of the orifice 19, in such switch lever to lock the same in its forward as well as backward position and hold the railway switch to a clear track or to a derail position in a positive manner. The catch bar 18, has connection with the pistons 21', and 22", of the oppositely arranged single acting pneumatic motors 23", and 24", so as to be actuated by the same in opposite directions, as pressure is admitted into one or the other of the operating chambers of such motors. Such motors 23", and 24", are connected respectively, with the main or switch operating motors 32 and 13 by pipe connections 37 and 36, so that the presence of a pressure supply in any one of the switch operating motors 32 and 13, will act to initially operate the release motor 23", or 24", thereof, to release the catch bar 18, from its engagement with the switch operating lever 9, so as to leave the same free to be operated by such particular switch operating motor 32 and 13.

In a switch system employing the different types of switch operating apparatus illustrated in Figs. 1, 2, 3 and 4, in which a single pressure supply pipe 16, extending from a suitable source of pressure supply in the railway crossing tower, or station, to the operating apparatus of clear track or derailing switches 5, 6, 7 and 8, that may be employed to guard the crossing, and which are adapted to convey a pressure supply to the switch operating mechanism so as to force the switch to a position of derail, and normally hold the same to such position, the difierent pressure supply pipes 16, will be provided with a valve located in the railway crossing tower or station, and which will be of any usual form and construction that will attain an admission as well as effect a shutting off of the pressure supply to such pipe 16, and the subsequent opening of such pipe 16, to the atmosphere, when it is desired to open the switch operating mechanism, so that the same can be manually operated to attain a clear track position of the switch.

In a switch system employing the type of switch operating apparatus illustrated .in Figs. 5 and 6, and in which the separate or individual derail, and clear track pipes or connections 34, and 35, extend from a suitable source of pressure supply in the railway crossing tower, or station, to the operating apparatus of each of the railway switches 5, 6, 7, and 8, that may be employed to guard the crossing, and which are adapted to convey pressure supply to the switch operating motors, to move the switches to a derail, or clear track position, as desired, and to lock and hold the same in such positions, in a positive manner, each pair of individual derail" and clear track pipes 34, and 35, will be provided with a controlling valve 38, located in the railway crossing tower or station. Such valve 38, may be of any usual and Well known type of reversing valve, in which a pair of pipes or parts, such as 34, and 35, are alternately placed in communication with the source of pressure supply, and with the atmosphere, the one receiving a pressure supply, while the other is exhausting to the atmosphere, and vice versa.

In Figs. 8, 9, and 10, I illustrate a simple and efficient form of reversing valve for employment as above. In this, 38, is the valve casing provided with an inlet neck 39, for connection to-the source of pressure supply; a pair of outlet necks 40, and 41, for connection to the derail and clear track pipes or conductors 34, and 35, of the switch operating mechanism, one of such necks 40, being in line with the inlet neck 39, and the other of such necks 41 being arranged at right angles to such inlet neck 39; and a pair of waste ports, 42, 43, arranged in a right angle relation to each other, and in a lateral relation to the pair of outlet necks 40, and 41. 44, is the tapering valve plug of the casing provided with the usual three way port, 45, adapted to register with the ports of the necks 39, 40, and 41; and with a single laterally extending waste port 46, formed in its periphery, that is adapted to put the neck 40, and the waste port 42, or the neck 41, and the waste port 43, in communication,in accordance with the one or the other position of the plug 44, within the valve casing 38.

The operation of the above reversing valve will be as follows: A quarter turn of the valve plug 44, to the position indicated in Figs. 8, 9, and 10, brings the three way port 45, into communication with the port of the supply neck 39, and the port of the outlet neck 41, to which the clear trackpipe 35, of the switch operating mechanism is connected. A pressure supply is thusintroducedinto theclear track pipe 35. At the same time the laterally extending waste port 46, is brought into line with the waste port 42, and the port of the outlet neck 40, to which the derail pipe 34, of the switch operating mechanism is connected, and any air under pressure confined in said pipe 34, and its connections is free to escape. A quarter turn of the valve plug in an opposite direction to cause a reversal of the above conditions, brings the three way port 45, into communication with the port of the supply neck 39, and the port of the outlet ing gate, 53. In this 54 is a lifting tappet on neck 40, to which the derail pipe 34,- ofv the the axleo f the gate, that engages under a switch operating mechanism is connected, and projection oh a yoke rod 55, that isconnected a pressure supply is accordingly introduced to the weighted operating arm 51, of the waste 7o 5 into such derailpipe 34. Atthesame time valve 47; the arrangement being such that the laterally extending waste port 43, and the when the gate is raised, said valve operating port of the outlet neck 40, to which the clear arm 51 will also be raised and the'valve 47 track pipe 35, of the switch operating mechclosed to the atmosphere to permit pressure anism is connected; and any air under pressto pass through the clear track pipe to the 75 I ure confined in said pipe 35, and its connecoperating mechanism of the switch.

tions, is free to escape. In Fig. -14, I illustrate a waste valve 47,

In the present construction, the derail adapted for operation by the operating mechpipe 34, may be provided with an ordinary anism of one of the other crossing switches. check valve to prevent a back-flow of press- In this case 56 is a link connecting the switch 8o ure, and in this case the normal tendency will operating arm with the operating arm 51 of be to holdthe switch to itstderail position; the waste valve 47, the arrangement being and in this connection itwill be preferable to such that whensuch switch operating arm is also provide such pipe 34 with a bleeder in a derail position the valve 47, will be valve, so that the amount or degree of cushion closed to the atmosphere to .permit pressure 85 2o maintained in the chamber 13 can be reguto pass through the clear track pipe 35, to lated as required. I the operating mechanism ofrtheother switch In the present invention the clear track that it is intended to move to a clear T track pipe or conductor 35, is provided with an auposition. It is immaterial to the present intomatic valve 47, of any usual and approved I vention whether the waste valve 47, be in- 90 2 5 construction that will normally either close sertcd directly in the clear track pipe 35,

the passage way of said pipe orhold said pipe or in a branch from the same. open to the. atmosphereso that no pressure The above type of switch operating mechsupply ,canpass through said ,clear. track. anism as shown in. Figs. 5 and 6,'is the one pipe to the switch operating mechanism,and employed for the sake of illustration in the 5 o whichvaLve in the present system, is capable diagram views, Figs. 12 and 13, which are inofbeing placed in such closed condition closed tended to illustrate the arrangement and opto the atmosphere, manuallyby thejconductor eration of the present system of safety vof a train approaching the crossing, and auwitches for railway crossings. v tomatically by connection either to the oper- In the diagram view, Fig. 12, 1 illustrate [0O 3 5 atingmechanism of thehighwaycrossing gate, my present system of safety switches as apso that said valve will be closed whenthe gate plied to a steam railway and street railway is raised; or to the switch operating mechan-. crossing. In this the respective street car ism of one or more of theintersecting tracks, tracks are provided with derailing switches so that when such last mentioned switch 019- 5, and 6, adapted to derail a street car ap- 105 crating mechanisms are in a position of de proaching the railway crossing in case the rail said valve will be closed'to the atmossteam railway tracks are occupied by a pass phere to permit of pressure passing to the ing train. 57, is the usual railway crossing operating clear track motor of the switch tower or station containing an air pump 58, operating mechanism of another switch which or other source of pressure supply. 38 are it is desired to operate. the series of reversing valves controllingthe In Fig. 11,Iillustrate asimple form of valve pressure supply of the derail and clear for such use, in which 47, is a valve casing track pipes 34, and, 35, that extend to the opintroduced between sections of the clear crating mechanisms of the switches 5 and 6.

' track pipe 35, and provided with a side waste 47, 47', are a pair of waste valves, as hereto- 1 15 50 port 48.v Within this casing is arranged a fore described, that are inserted in each valve plug 49, having a cross port or passage clear track pipe 35, the one being auto- 50, adapted to register withthedifferent ports matically operated and controlled by the of the valve casing, the construction being highway crossing gate 53, while the other is such that when the cross-"port 50 is open to adapted to be operated manually by the con- 12o the waste port 48fthe plug 49 also bars theductor, &c., of an approaching street car. In

further passage of pressure through the clear the present system both of these valves may be way pipe 35, to the switchoperating mechanemployed conj ointly, or one or the other may ism. In said Fig. 11, I illustrate this valve beomitted, in accordance with the amount as moved and held to its waste on normal poof precaution required at the particular cross- I 25 6o sition by a weighted arm 51. Instead of such ing. With both of such valves in use a clear means, a spring or other equivalent means track for the street car can only be attained may be employed to attain such result. 52, by the joint intervention of the street car is a handle attached to such weighted arm, conductor, &c., and the highway crossing gate for convenience in manually operating said in its raised condition. When a less degree I 30 valve. In Fig. 7, I illustrate said valve of precaution is required the same may be adapted for operation by the highway crossattained by the sole intervention of the crossing gate, or of the conductor, &c., of the street car. 62, and 63, are the street car tracks and 64, and 65, the steam railway tracks.

In the diagram view Fig. 13, I illustrate my present systems of safety switches as applied to a double track railway crossing. In this the respective tracks 64, 65, 66, 67, are provided with derailing switches 5, 6, 7, and 8, adapted to derail a railway train approaching the railroad crossing in case the otherintersecting track or tracks are occupied by a passing train. 57, is the usual railway crossing lower or station containing an air pump 58, or other source of pressure supply. 38, are the series of reversing valves controlling the pressure supply to the derail and clear track pipes 34, and 35, that extend to the operating mechanism of the switches 5, 6, 7, and 8. 47, are individual waste valves, as heretofore described, inserted in branch pipes 68, from the clear track pipes 35. Such branch pipes 68, being shown in dotted lines to distinguish them more readily from the main pipes which are shown in full lines. Each branch pipe 68, extends to a point adjacent to the switch operating mechanism of an intersecting or conflicting track, at which point the waste valve 47, in such branch is connected to and under-the control of the switch operating mechanism of such intersectin g track, the arrangement beingsuch, as heretofore described, that said switch operating mechanism of the intersecting tracks must be in a position to derail before such valve 47 will be closed to the atmosphere automatically to permit the clear track pipe 35, to convey pressure to the switch operating mechanism of the other or first mentioned track to attain a clear track condition of the same. I prefer to separately connect together the different branch pipes 68, belonging to the switch operating mechanisms of each line of tracks, as shown in said Fig. 13, so that before a clear track can be attained on any one track, all the switches of the intersecting or conlflicting tracks must be in a position to derai Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In a system of railway crossing switches in which the switches are normally maintained in a derail condition by an operating fluid pressure, under the control of the crossing guard, the herein described improvement consisting of a conductor, extending from the crossing station to the switch operating mechanism to operate the switch to clear track, and which is of a broken or interrupted nature at a point separate and removed from the crossing station, to render the switch operating mechanism normally inactive and in a derail condition, such interruption or break in the conductor being adapted to be closed by an outside and independent agency before the crossing guard can operate the switch to clear track, substantially as herein described. 2. In a system of railway crossing switches in which the switches are normally maintained in a derail condition by an operating fluid pressure under the control of the crossing guard, the herein described improvement consisting of a conductor, extending from the crossing station to the switch operating mechanism to operate the switches to clear track and which is of a broken or interrupted nature at a point separate and removed from the crossing station, to render the switch operat' ing mechanism normally inactive'and in a derail condition, such interruption or break in the conductor being adapted to be closed by the conductor of an approaching train before the crossing guard can operate the switch to clear track, substantially as herein described.

3. In a system of safety switches for railroad crossings, the combination of a pneumatic switch operating mechanism, comprising a pressure chamber, a diaphragm, a piston bearing against said diaphragm, an operating lever connected to said piston, and a connecting rod, connecting the operating lever and switch tongue together, a source of pressure supply located in the crossing station, a pneumatic operative connection extending from said mechanism to the source of pressure supply in the crossing station, and an automatic looking mechanism adapted to engage the switch operating lever, the same consisting of a catch bar, and a pneumatic motor therefor, that has connection with the same source of supply as the switch operating motor, substantially as set forth.

4:. In a system of switches for railroad crossings, the combination of a pneumatic switch operating mechanism comprising a pair of opposed pressure chambers, diaphragms for the same, a piston having opposite faces hear ing against said diaphragms, an operatingleverconnected to said piston, and a connecting rod connecting the operating lever and switch tongue together, a source of pressure supply located in the crossing station, a pneumatic operative connection extending from said mechanism to the source of pressure supply located in the crossing station, and an automatic locking mechanism adapted to engage the switch operating lever, the same consisting of a catch bar and a pneumatic motor therefor, that has connection with the same source of pressure supply as the switch operating motor, substantially as set forth.

5. In a switch operating mechanism, the combination with the switch tongue of an op erating mechanism, comprising a pair of opposed pressure chambers, diaphragms for the same, a piston having opposite faces bearing against the diaphragms, such motors being of unlike piston areas, an operating lever connected to said piston, a connecting rod connecting the lever to the switch tongue, an au- 5 the smaller motor,substantially as set forth.

6. In a switch operating mechanism, the

combination with the switch tongue, of an operating mechanism,'comprising a pair of opposed pressure chambers, diaphragms for the to same, a piston having opposite faces bearing against the diaphragms, such motors being of unlike piston areas, an operating lever connected to said piston, a eonnectingrod connecting the lever to the switch tongue, a catch I 5 bar adapted to en gage such lever, a double acting motorfor such locking bar, consisting of a pair of opposed pneumatic motors of unlike piston areas, and a source of pressure supply connected directly to the larger motor, and

20 indirectly through a check valve with the smaller motor, substantially as set forth.

7. A pneumatic switch operating mechanism, comprising in combination, a switch, an

operating motor therefor, a source of pressure supply extending from-the crossing station to the said motor, and a normally open valve 47, arranged in said source of supply at a point separate and independent of said crossing station, substantially as set forth.

8. A pneumatic switch operating mechanism, comprising in combination, a switch, an

operating motor therefor, a source of pressure supply extending from the crossing station to said motor, a normally open valve 47, arranged in said source of supply at a point separate and independent of said crossing station, and a highway crossing gate connected to and adapted to operate said valve, substantially as set forth.

In testimony whereof witness my hand this 23d day of February, A. D. 1895.

WILLIAM P. ELLIOTT.

In presence of WILsoN G. BAKER, WILLIAM P. ELLIOTT, Jr. 

